HUTT TRAIN SMASH

Greymouth Evening Star, 25 November 1943, Page 2

HUTT TRAIN SMASH

EVIDENCE AT INQUIRY.

WELLINGTON, November 24. I The board which is to inquire into the derailment of a train from Upper Hutt on the morning of November 8, which resulted in the death of three persons and injury to 20 others, continued the hearing, this afternoon. i Sir Francis Frazer (chairman) and Messrs John Wood, a former engin-!eer-in-chief of the Public Works Department, and H. L. Cole, Secretary ■of the New Zealand Institute of Engineers, comprised the board. Mr. W. |H. Cunningham, with him Major F. |W. Aickin, represented the Railways Department, and Mr. G. G. G. WatIson, with him Mr. T. H. Stephenson, (represented’ the Locomotive Engineers’, Firemem. and Cleaners’ Association and the driver of the train (James Bain), and the fireman (A. E. Sutton). Mr.-L. Mcllvride represented the Amalgamated Society of Railway Servants, and Mr. E. T. C. Hogg the relations of Mfs. Ngaire Pearl Rowe, a victim of the accident. Matthew Dalgleish Pagan, a ganger, who was acting inspector of permanent way in Wellington up to October 1. said he had been inspecting the section for five months and a halt before that date, and there had been a variation of cant on tne 15-chain section of about a quarter of an inch, but it ran out smoothly. Witness said that two rails had been replaced after the August 20 derailment. Lewis John Barra clough, an en-gine-driver, said he drove a train from Upper Hurt to Wellington, leaving Upper Hutt at 6.15 a.m. on the morning of the accident. He noticed nothing unusual on the curve on which the accident later occurred.

John William Boyd, an enginedriver, said he drove a train from Wellington to Upper Hutt on the morning of the derailment. It passed over the 15-chain curve about 10 minutes before the accident. He noticed nothing unusual. Mr. Watson then read a letter which had been addressed by the secretary of the Wellington branch of the Locomotive Engineers’, Firemen’s and Cleaners’ Association to the general secretary of the Association on August 30. It read: My branch desires the executive council to make representations to have the speed of trains between Wellington and Upper Hutt reduced to that of goods trains till such time as the track is put in reasonable repair, tor some time oast we have found that the track is getting rapidly worse, and members are of the considered opinion that in its present state the speed is too great if trains are to be run with safety.”

DRIVERS’ COMPLAINT

Mr. Watson said he would deal with what happened after that letter was sent at a later stage, but in the meantime he would ask the witness if he agreed with its content. Witness stated that he concurred. He said that drivers had complained ol a kick, or bump or hole just where the train had been derailed. . x . x Harry Louis Percy Smith, district engineer of the area which includes the Wellington-Upper Hutt line, said marks found on the rali were not consistent with an obstruction having been the cause of the derailment. The profiles of the rails showed that they had not yet reached the limit of wear at which renewal was necessary. The line of the curve was not perfectly true, but there was nothing to make it unsafe for traffic. It would be perfectly safe up to 40 miles an hour. .He was satislied that the condition of the track was not responsible for either derailment. Following receipt, on September 6, of a letter from the general secretary ot the Locomotive Engineers,. Firemen’s, and Cleaners’ Association, he had accompanied the chief engineer, Mr. Bertinshaw, on an inspection ol the line between Wellington and Upper Hutt. He agreed with the opinion of the chief engineer that there was no justification as yet lor the reduction of speed of trains. The inquiry will continue to-mor-row.

ENGINEER’S VIEWS

WELLINGTON, November 25

The railway derailment inquiry was continued to-day. Mr Watson raised, with the witness Smith, District Engineer of the area in which the derailment, took place, the question if it was not worth while getting the Department’s recording machine to test the track. Witness said it had not occurred to anybody to get it. The safety of the track was something a permanent-way man could pick up with his inspection. It was a question of danger out of the irregularities. He had received individual complaints from engine drivers about the state of the track and sought such. They were a great help in checking up on the track. “Are you prepared,” asked Mr Watson, “to suggest steps that should be taken in the light of two derailments to prevent the possibility of a third on this section other than the reduction of speed the E.F.C.A.A. has asked for? Witness: I could not find any fault in the track that would cause either derailment. I have no suggestion to make to avoid a similar derailment because I don't know what caused lhe derailments.

Witness expressed the opinion that the minor variations in cant and slack that had been found did not in their cumulative effect cause derailment, but not knowing the cause, he said to a further question, he would not rule out that possibility. Under further questioning, he said the wear on the rails was perfectly normal for a rail on a curve.

The experience of track men, he said to Mr Mcllvridge, was that the W AB type of engine was the hardest on the track they had. To Mr Cunningham he said he considered that authorised speeds could be run safely on the track in its present condition. (Proceeding.)